Aircraft landing gear, aircraft, and related methods

ABSTRACT

An aircraft landing gear structure includes a strut assembly configured to transition between a compressed configuration, an extended configuration, and a retracted configuration. The strut assembly has a compressed length, an extended length, and a retracted length, such that the compressed length and retracted length are less than the extended length. The strut assembly includes an upper tubular housing, an upper bulkhead configured to be translated between a lower position and an upper position, a lower tubular housing operatively coupled to the upper tubular housing, a lower bulkhead supported by the lower tubular housing, and a pressure chamber defined between the lower bulkhead and the upper bulkhead. A volume of strut liquid and a mass of strut gas are positioned within the pressure chamber. A method of retracting a strut assembly includes longitudinally translating an upper bulkhead within an upper tubular housing from a lower position to an upper position.

FIELD

The present disclosure relates to aircraft landing gear.

BACKGROUND

Aircraft with one or more of large engine fan diameters, long fuselages,long wings, and specialized under-aircraft payloads, for example, mayrequire a tall landing gear structure to provide ground clearance to theengine and sufficient clearance to the tail during take-off. While theaircraft is in flight, the landing gear structures generally are storedwithin corresponding wheel wells in the fuselage of the aircraft.Integrating larger landing gear structures into the aircraft may imposeexpensive design constraints on the aircraft and also may add weight,which in turn requires greater fuel consumption by the aircraft.

Landing gear structures on aircraft generally employ an oleo strut shockabsorber, in which a piston compresses a volume that includes both acompressible gas and an incompressible liquid. The volume includes twochambers separated by an orifice through which the liquid flows, suchthat the overall structure provides both resilient shock absorption anddampening of the oscillation of the oleo strut shock absorber. A landinggear structure that includes an oleo strut shock absorber may becompressed into a retracted configuration for stowage in the wheel wellduring flight. However, achieving the retracted configuration mayrequire compressing the compressible gas to an undesirably highpressure.

SUMMARY

Aircraft landing gear, aircraft, and related methods are disclosed. Anaircraft landing gear structure includes a strut assembly configured totransition between a compressed configuration when the strut assembly isfully weighted by an aircraft, an extended configuration when the strutassembly is not weighted by an aircraft, and a retracted configurationfor stowage of the aircraft landing gear within an aircraft wheel well.The strut assembly has a compressed length in the compressedconfiguration, an extended length in the extended configuration, and aretracted length in the retracted configuration, such that thecompressed length and the retracted length are less than the extendedlength.

The strut assembly includes an upper tubular housing, an upper bulkheadconfigured to be selectively and longitudinally translated between alower position and an upper position, and a lower tubular housingoperatively coupled to the upper tubular housing and configured to belongitudinally translated relative to the upper tubular housing. Theupper bulkhead is in the lower position when the strut assembly is inthe compressed configuration and when the strut assembly is in theextended configuration, and is in the upper position when the strutassembly is in the retracted configuration.

The strut assembly further includes a lower bulkhead supported by thelower tubular housing and configured to be longitudinally translatedbetween a compressed position when the strut assembly is in thecompressed configuration and an extended position when the strutassembly is in the extended configuration. The lower bulkhead is furtherconfigured to be selectively and longitudinally translated to aretracted position when the strut assembly is in the retractedconfiguration.

A pressure chamber is defined between the lower bulkhead and the upperbulkhead, and the strut assembly additionally includes a volume of strutliquid and a mass of strut gas positioned within the pressure chamber.The mass of strut gas has a compressed pressure when the strut assemblyis in the compressed configuration, an extended pressure when the strutassembly is in the extended configuration, and a retracted pressure whenthe strut assembly is in the retracted configuration, such that thecompressed pressure is greater than the extended pressure and theretracted pressure.

A method of retracting a strut assembly for stowing aircraft landinggear includes longitudinally translating an upper bulkhead within anupper tubular housing from a lower position to an upper position.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments, further details of which can be seen with referenceto the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an example aircraft.

FIG. 2 is a schematic cross-sectional elevation view representing astrut assembly in a compressed configuration.

FIG. 3 is a schematic cross-sectional elevation view representing thestrut assembly of FIG. 2 in an extended configuration.

FIG. 4 is a schematic cross-sectional elevation view representing thestrut assembly of FIGS. 2-3 in a retracted configuration.

FIG. 5 is a flowchart schematically representing methods of servicing astrut assembly.

FIG. 6 is a flowchart schematically representing methods of retracting astrut assembly for stowing aircraft landing gear.

FIG. 7 is a flowchart schematically representing methods of retracting astrut assembly for stowing aircraft landing gear.

FIG. 8 is a flowchart schematically representing aircraft production andservice methodology.

FIG. 9 is a block diagram schematically representing an aircraft.

DESCRIPTION

FIGS. 1-4 provide illustrative, non-exclusive examples of strutassemblies 100, of components and/or features of strut assemblies 100,and/or of aircraft 10 including strut assemblies 100, according to thepresent disclosure. Elements that serve a similar, or at leastsubstantially similar, purpose are labeled with like numbers in each ofFIGS. 1-4, and these elements may not be discussed in detail herein withreference to each of FIGS. 1-4. Similarly, all elements may not belabeled in each of FIGS. 1-4, but reference numerals associatedtherewith may be utilized herein for consistency. Elements, components,and/or features that are discussed herein with reference to one or moreof FIGS. 1-4 may be included in and/or utilized with any of FIGS. 1-4without departing from the scope of the present disclosure.

FIG. 1 is an illustration of an example aircraft 10 that includes strutassemblies 100 according to the present disclosure. Aircraft 10generally may be utilized to transport persons and/or cargo. Asillustrated in FIG. 1, aircraft 10 generally includes a fuselage 12 anda wing assembly 14 operatively coupled to fuselage 12. Fuselage 12and/or wing assembly 14 define one or more wheel wells 16 operativelycoupled to and/or configured to receive a corresponding landing gearstructure 18. Landing gear structure 18 may include a wheel assembly 20operatively coupled to fuselage 10 via strut assembly 100. In someexamples of aircraft 10, the volume of the wheel wells 16 may beminimized so as to maximize the volume available in the fuselage foraccommodating passengers, cargo, and structural components, as well asto optimize the aerodynamic properties of the aircraft 10.

FIGS. 2-4 are schematic views of illustrative, non-exclusive examples ofstrut assemblies 100, which may form a portion of landing gear structure18. Specifically, strut assembly 100 may be configured to vary in lengthresponsive to a compressive force exerted on strut assembly 100, such asto attenuate an impact force and/or shock propagating from wheelassembly 20 to fuselage 12 when aircraft 10 lands on a runway.

In general, and as discussed in detail herein, strut assemblies 100and/or landing gear structures 18 may be configured to retract in amanner that decreases an internal strut pressure relative to traditionaloleo strut designs. Similarly, strut assemblies 100 and/or landing gearstructures 18 may be configured such that aircraft 10 can accommodate alonger landing gear structure 18 without increasing the size of wheelwell 16.

As schematically illustrated in FIGS. 2-4, strut assembly 100 has alongitudinal axis 102, and is configured to extend and retract alonglongitudinal axis 102 to transition between at least a compressedconfiguration, an extended configuration, and a retracted configuration.FIG. 2 illustrates strut assembly 100 in the compressed configuration,in which strut assembly 100 has a compressed length 110. The compressedconfiguration corresponds to strut assembly 100 being fully weighted byaircraft 10. FIG. 3 illustrates strut assembly 100 in the extendedconfiguration, in which strut assembly 100 has an extended length 112.The extended configuration corresponds to strut assembly 100 not beingweighted by aircraft 10, such as when aircraft 10 is in flight withlanding gear structure 18 deployed. FIG. 4 illustrates strut assembly100 in the retracted configuration, in which strut assembly 100 has aretracted length 114. The retracted configuration corresponds to aconfiguration for stowage of landing gear structure 18 within wheel well16. Strut assembly 100 is configured such that compressed length 110 andretracted length 114 each are less than extended length 112. Strutassembly 100 further may be configured such that retracted length 114 isless than compressed length 110.

As illustrated in FIGS. 2-4, strut assembly 100 includes an uppertubular housing 120 and a lower tubular housing 140 coupled to uppertubular housing 120. Upper tubular housing 120 may be configured to beoperatively and pivotally coupled about a pivot axis 104 within wheelwell 16 of aircraft 10. Pivot axis 104 may be transverse, or at leastsubstantially transverse, to longitudinal axis 102. Lower tubularhousing 140 is configured to be longitudinally translated relative toupper tubular housing 120. As an example, lower tubular housing 140 maylongitudinally translate generally toward upper tubular housing 120(such as to reduce a length of strut assembly 100) when aircraft 10lands on a runway, such as to absorb a landing impact force. As anotherexample, lower tubular housing 140 may longitudinally translategenerally toward upper tubular housing 120 (such as to reduce a lengthof strut assembly 100) when strut assembly 100 is transitioned from theextended configuration to the retracted configuration, such as toprepare landing gear structure 18 for stowage within wheel well 16.

As used herein, positional terms such as “upper,” “lower,” “above,”“below,” and the like may be used to describe spatial relationshipsbetween components of strut assembly 100 in an illustrative,non-limiting manner, and generally refer to a configuration in whichlanding gear structure 18 is deployed with wheel assembly 20 facingand/or contacting a ground surface. For example, upper tubular housing120 may be described as being positioned generally vertically abovelower tubular housing 140. Such terms are provided as context only anddo not limit component parts of strut assembly 100 to always be in aspecific orientation relative to ground.

As illustrated in FIGS. 2-4, lower tubular housing 140 may extendgenerally within upper tubular housing 120, in which case upper tubularhousing 120 also may be referred to as an outer tubular housing 160,and/or lower tubular housing 140 also may be referred to as an innertubular housing 170. However, this is not required, and it isadditionally within the scope of the present disclosure that uppertubular housing 120 may extend generally within lower tubular housing140 and/or that outer tubular housing 160 may be positioned generallyvertically below inner tubular housing 170.

Strut assembly 100 additionally includes an upper bulkhead 122 supportedby upper tubular housing 120. Upper bulkhead 122 is configured to beselectively and longitudinally translated between a lower position andan upper position. FIGS. 2-3 illustrate upper bulkhead 122 in the lowerposition, while FIG. 4 illustrates upper bulkhead 122 in the upperposition. Upper bulkhead 122 is in the lower position when strutassembly 100 is in the compressed configuration and the extendedconfiguration, and is in the upper position when strut assembly 100 isin the retracted configuration. Stated differently, transitioning upperbulkhead 122 from the lower position to the upper position may cause,facilitate, and/or correspond to a transition of strut assembly 100 fromthe extended configuration to the retracted configuration.

Strut assembly 100 further includes a lower bulkhead 142 supported bylower tubular housing 140 and configured to be selectively andlongitudinally translated between a compressed position, an extendedposition, and a retracted position. Specifically, lower bulkhead 142 isin the compressed position when strut assembly 100 is in the compressedconfiguration (as illustrated in FIG. 2), is in the extended positionwhen strut assembly 100 is in the extended configuration (as illustratedin FIG. 3), and is in the retracted position when strut assembly 100 isin the retracted configuration (as illustrated in FIG. 4). In someinstances, the compressed position may be the same, or at leastsubstantially the same, as the retracted position. Wheel assembly 20 maybe coupled to lower tubular housing 140.

Upper bulkhead 122 and lower bulkhead 142 together define a pressurechamber 150 that extends between upper bulkhead 122 and lower bulkhead142. Pressure chamber 150 contains a volume of strut liquid 152 and amass of strut gas 154. Strut liquid 152 may include and/or be anyappropriate hydraulic fluid, such as an oil, mineral oil, an aviationhydraulic fluid, and/or a fluid sold under the trademark SKYDROL. Strutgas 154 may include and/or be any appropriate gas, such as air ornitrogen gas. Strut gas 154 has a compressed pressure when strutassembly 100 is on the compressed configuration, an extended pressurewhen strut assembly 100 is in the extended configuration, and aretracted pressure when strut assembly 100 is in the retractedconfiguration. The compressed pressure is greater than each of theextended pressure and the retracted pressure. Additionally oralternatively, the retracted pressure may be greater than the extendedpressure.

With continued reference to FIGS. 2-4, strut assembly 100 may include anorifice plate 156 positioned within pressure chamber 150. Orifice plate156 may include an orifice 157 through which strut liquid 152 passeswhen strut assembly 100 transitions between the compressed configurationand the extended configuration. Orifice plate 156 may be fixed to upperbulkhead 122, such as by a pressure chamber connection member 144 thatextends at least partially between upper bulkhead 122 and orifice plate156. Pressure chamber connection member 144 may be a hollow pressurechamber connection member 144, and/or may be a perforated pressurechamber connection member 144.

During operation of strut assembly 100, lower tubular housing 140 may beconfigured to translate with respect to upper tubular housing 120, suchthat the volume of strut liquid 152 serves to compress the mass of strutgas 154 to provide a shock absorbing effect. For example, FIG. 3 mayillustrate a configuration of strut assembly 100 immediately prior toaircraft 10 landing on a runway, while FIG. 2 may illustrate aconfiguration of strut assembly 100 subsequent to aircraft 10 landing onthe runway and in which the weight of aircraft 10 is fully borne by thelanding gear structures 18. As is seen in comparing FIGS. 3 and 2, asstrut liquid 152 compresses strut gas 154, strut liquid 152 passesthrough orifice plate 156, which restricts and/or limits a rate at whichstrut liquid 152 may flow therethrough. Hence, orifice plate 156 servesto dampen a compression of strut gas 154 and/or limits a rate at whichlower tubular housing 140 translates with respect to upper tubularhousing 120.

Strut assembly 100 additionally may include a metering pin 158positioned within pressure chamber 150 and extending through orifice 157of orifice plate 156. Metering pin 158 may be configured to meter and/orcontrol a flow of strut liquid 152 through orifice plate 156 when strutassembly 100 transitions between the compressed configuration and theextended configuration. For example, metering pin 158 may be a taperedmetering pin 158 with a diameter that tapers along a length of taperedmetering pin 158. In such a configuration, a flow rate of strut liquid152 may generally be proportional to a difference between a diameter oforifice 157 of orifice plate 156 and a diameter of a portion of meteringpin 158 that is positioned within orifice 157, such that the flow ratevaries as lower bulkhead 142 moves with respect to upper bulkhead 122.It is additionally within the scope of the present disclosure thatmetering pin 158 may refer to, include, and/or be a metering tube 158.For example, metering tube 158 may be a hollow and/or perforated tubethat includes holes extending through the tube configured to control theflow rate of strut liquid 152 through orifice plate 156. As illustratedin FIGS. 2-4, metering pin 158 may be fixed to lower bulkhead 142.However, this is not required, and it is additionally within the scopeof the present disclosure that metering pin 158 may be operativelycoupled to any appropriate component of strut assembly 100.

Strut assembly 100 may be configured such that upper tubular housing 120and/or lower tubular housing 140 define a recoil chamber 180. Forexample, and as illustrated in FIGS. 2-4, recoil chamber 180 may atleast partially occupy a generally annular volume defined between uppertubular housing 120 and lower tubular housing 140. Recoil chamber 180may be fluidly connected to pressure chamber 150 via a recoil valve 182positioned between pressure chamber 150 and recoil chamber 180. Recoilvalve 182 may be configured to regulate a flow of strut liquid 152between pressure chamber 150 and recoil chamber 180 when strut assembly100 transitions between the extended configuration and the compressedconfiguration. Recoil valve 182 additionally or alternatively may beconfigured to selectively restrict and/or prevent a flow of strut liquid152 between pressure chamber 150 and recoil chamber 180 when strutassembly 100 transitions between the extended configuration and theretracted configuration. An illustrative, non-exclusive example ofrecoil valve 182 is disclosed in U.S. Pat. No. 8,998,133, the completedisclosure of which is hereby incorporated by reference.

With continued reference to FIGS. 2-4, upper tubular housing 120 maydefine an upper liquid chamber 130 positioned generally above upperbulkhead 122. For example, strut assembly 100 may include an upper wall132 fixed within upper tubular housing 120, and upper liquid chamber 130may be defined by and/or bound by upper tubular housing 120, upper wall132, and upper bulkhead 122. As illustrated in FIGS. 2-4, upper bulkhead122 may include an upper portion 123 that extends through, within,and/or adjacent to upper wall 132. Upper portion 123 may be a hollowupper portion 123.

Strut assembly 100 additionally may include a liquid conduit 184 thatfluidly connects upper liquid chamber 130 to recoil chamber 180, andthus also indirectly to pressure chamber 150. For example, liquidconduit 184 may carry strut liquid 152 from upper liquid chamber 130 torecoil chamber 180 when strut assembly 100 transitions from the extendedconfiguration to the retracted configuration, and/or may carry strutliquid 152 from recoil chamber 180 to upper liquid chamber 130 whenstrut assembly 100 transitions from the retracted configuration to theextended configuration. As illustrated in FIGS. 2-4, liquid conduit 184may be external of upper tubular housing 120 and lower tubular housing140. However, this is not required, and it is additionally within thescope of the present disclosure that liquid conduit 184 may pass throughand/or be received within at least a portion of upper tubular housing120 and/or lower tubular housing 140.

As discussed, upper bulkhead 122 may be configured to be selectively andlongitudinally translated between the lower position and the upperposition when strut assembly 100 transitions between the extendedconfiguration and the retracted configuration. To define a range ofmotion of upper bulkhead 122, strut assembly 100 additionally mayinclude an upper bulkhead restriction structure 134. For example, upperbulkhead restriction structure 134 may be fixed to upper tubular housing120 and may be configured to restrict longitudinal translation of upperbulkhead 122 with respect to upper tubular housing 120, such as todefine the lower position and the upper position of upper bulkhead 122.

As a more specific example, and as illustrated in FIGS. 2-4, upperbulkhead 122 may include a lower plate 124 and an upper plate 126longitudinally spaced above lower plate 124. Lower plate 124 and upperplate 126 may be connected by a connecting structure 128, such thatconnecting structure 128 extends between and is fixed to lower plate 124and upper plate 126 and extends through upper bulkhead restrictionstructure 134. In an embodiment in which connecting structure 128 andupper portion 123 each are hollow, internal volumes of connectingstructure 128 and upper portion 123 may be connected, such as fluidlyconnected. Lower plate 124 and upper plate 126 may define an upperbulkhead space 127 therebetween. As illustrated in FIGS. 2-3, lowerplate 124 and upper plate 126 may be configured such that lower plate124 is distal to upper bulkhead restriction structure 134 and upperplate 126 is proximal to upper bulkhead restriction structure 134 whenupper bulkhead 122 is in the lower position. As illustrated in FIG. 4,lower plate 124 and upper plate 126 may be configured such that lowerplate 124 is proximal to upper bulkhead restriction structure 134 andupper plate 126 is distal to upper bulkhead restriction structure 134when upper bulkhead 122 is in the upper position.

Strut assembly 100 additionally may include a hydraulic upper bulkheadcontrol assembly 186 operatively coupled to upper tubular housing 120.Hydraulic upper bulkhead control assembly 186 may be configured toselectively position upper bulkhead 122 in the upper position and in thelower position, such as by selectively and operatively flowing hydraulicfluid in upper bulkhead space 127. More specifically, hydraulic upperbulkhead control assembly 186 may be configured to selectivelypressurize with hydraulic fluid upper bulkhead space 127 below upperbulkhead restriction structure 134 to selectively position upperbulkhead 122 in the lower position. Similarly, hydraulic upper bulkheadcontrol assembly 186 may be configured to selectively pressurize withhydraulic fluid upper bulkhead space 127 above upper bulkheadrestriction structure 134 to selectively position upper bulkhead 122 inthe upper position. The hydraulic fluid utilized by hydraulic upperbulkhead control assembly 186 may include and/or be any appropriatehydraulic fluid, such as an oil, mineral oil, an aviation hydraulicfluid, and/or a fluid sold under the trademark SKYDROL, and may be havecomposition identical to, similar to, or distinct from that of strutliquid 152.

In operation, hydraulic upper bulkhead control assembly 186 mayeffectively cause strut assembly 100 to transition from the extendedconfiguration to the retracted configuration. For example, while strutassembly 100 is in the extended configuration, recoil valve 182 may beactuated so as to restrict and/or prevent strut liquid 152 from flowingbetween recoil chamber 180 and pressure chamber 150. While recoil valve182 is actuated to restrict and/or prevent strut liquid 152 from flowingbetween recoil chamber 180 and pressure chamber 150, hydraulic upperbulkhead control assembly 186 may flow hydraulic fluid from a portion ofupper bulkhead space 127 that is generally between lower plate 124 andupper bulkhead restriction structure 134 to a portion of upper bulkheadspace 127 that is generally between upper plate 126 and upper bulkheadrestriction structure 134, thereby translating upper bulkhead 122longitudinally upward. The longitudinal translation of upper bulkhead122 may have the effect of decreasing a volume of upper liquid chamber130, thus flowing strut liquid 152 from upper liquid chamber 130 throughliquid conduit 184 and to recoil chamber 180. Because recoil valve 182is actuated to restrict strut liquid 152 from flowing from recoilchamber 180 to pressure chamber 150 in this case, lower tubular housing140 is biased longitudinally upward so as to increase a volume of recoilchamber 180, thereby reaching the retracted configuration.

As illustrated in FIGS. 2-4, strut assembly 100 additionally may includea strut lock mechanism 190 configured to selectively and operablymaintain lower tubular housing 140 in a fixed, or at least substantiallyfixed, orientation with respect to upper tubular housing 120, such as tomaintain strut assembly 100 in the retracted configuration. Strut lockmechanism 190 may include and/or be any suitable mechanical and/orhydraulic mechanism operable to maintain strut assembly 100 in theretracted configuration.

As discussed, strut assembly 100 generally may be configured such thatthe compressed pressure of strut gas 154 is greater than the retractedpressure of strut gas 154 and/or the retracted pressure of strut gas 154is greater than the extended pressure of strut gas 154. As examples, thecompressed pressure of strut gas 154 may be 2-10, 2-8, 2-6, 2-4, 4-10,4-8, 4-6, 6-10, 6-8, and/or 8-10 times greater than the retractedpressure of strut gas 154. Additionally or alternatively, the retractedpressure of strut gas 154 may be 1-4, 1-3, 1-2, 2-4, 2-3, and/or 3-4times greater than the extended pressure of strut gas 154.

As further examples, the retracted pressure of strut gas 154 may be in arange of 500-1500 pounds per square inch (psi) (3450-10300 kilopascals[kPa]), 500-1250 psi (3450-8620 kPa), 500-1000 psi (3450-6900 kPa),500-750 psi (3450-5170 kPa), 750-1500 psi (5170-10300 kPa), 750-1250 psi(5170-8620 kPa), 750-1000 psi (5170-6900 kPa), 1000-1500 psi (6900-10300kPa), 1000-1250 psi (6900-8620 kPa), and/or 1250-1500 psi (8620-10300kPa), and/or may be approximately 500 psi (3450 kPa), 750 psi (5170kPa), 1000 psi (6900 kPa), 1250 psi (8620 kPa), or 1500 psi (10300 kPa).Additionally or alternatively, the extended pressure of strut gas 145may be in a range of 0-1000 psi (0-6900 kPa), 0-750 psi (0-5170 kPa),0-500 psi (0-3450 kPa), 0-250 psi (0-1720 kPa), 250-1000 psi (1720-6900kPa), 250-750 psi (1720-5170 kPa), 250-500 psi (1720-3450 kPa), 500-1000psi (3450-6900 kPa), 500-750 psi (3450-5170 kPa), and/or 750-1000 psi(5170-6900 kPa), and/or may be approximately 250 psi (1720 kPa), 500 psi(3450 kPa), 750 psi (5170 kPa), or 1000 psi (6900 kPa).

As discussed, and as illustrated in FIGS. 3-4, extended length 112 ofstrut assembly 100 may be greater than retracted length 114 of strutassembly 100. As examples, extended length 112 may be 1.2-1.5 timesgreater than retracted length 114. As further examples, a differencebetween extended length 112 and retracted length 114 may be in a rangeof 10-25 inches (25-64 centimeters [cm]), 10-20 inches (25-51 cm), 10-15inches (25-38 cm), 15-25 inches (38-64 cm), 15-20 inches (38-51 cm),and/or 20-25 inches (51-64 cm).

FIGS. 5-8 schematically provide flowcharts that represent illustrative,non-exclusive examples of methods according to the present disclosure.In FIGS. 5-8, some steps are illustrated in dashed boxes indicating thatsuch steps may be optional or may correspond to an optional version of amethod according to the present disclosure. That said, not all methodsaccording to the present disclosure are required to include the stepsillustrated in solid boxes. The methods and steps illustrated in FIGS.5-8 are not limiting and other methods and steps are within the scope ofthe present disclosure, including methods having greater than or fewerthan the number of steps illustrated, as understood from the discussionsherein.

As seen in FIG. 5, a method 200 of servicing landing gear structure 18may include, with upper bulkhead 122 in the lower position, filling 202upper bulkhead space 127 between lower plate 124 and upper bulkheadrestriction structure 134 with hydraulic fluid, filling 204 pressurechamber 150, recoil chamber 180, upper liquid chamber 130, and liquidconduit 184 with strut liquid 152, and pressurizing 206 pressure chamber150 with strut gas 154 to the extended pressure, thereby transitioningstrut assembly 100 to the extended configuration.

As seen in FIG. 6, a method 300 of retracting a strut assembly (such asstrut assembly 100) for stowing a landing gear structure (such aslanding gear structure 18) includes longitudinally translating 302 anupper bulkhead (such as upper bulkhead 122) within an upper tubularhousing (such as upper tubular housing 120) from a lower position to anupper position. As schematically illustrated in dashed lines in FIG. 6,method 300 also may include a step of pressurizing 304 a space (such asupper bulkhead space 127) between an upper plate (such as upper plate126) of the upper bulkhead and an upper bulkhead restriction structure(such as upper bulkhead restriction structure 134) that is fixed to theupper tubular housing. Additionally or alternatively, and asschematically illustrated in dashed lines in FIG. 6, method 300 also mayinclude a step of flowing 306 liquid from an upper liquid chamber (suchas upper liquid chamber 130) positioned above the upper bulkhead withinthe upper tubular housing to a recoil chamber (such as recoil chamber180). During the flowing 306, the liquid may be prevented from passingfrom the recoil chamber to a pressure chamber (such as pressure chamber150) that is defined between the upper bulkhead and a lower bulkhead(such as lower bulkhead 142). The flowing 306 thus may have the effectof longitudinally translating a lower tubular housing (such as lowertubular housing 140) upward.

As seen in FIG. 7, a method 400 of retracting a strut assembly (such asstrut assembly 100) for stowing a landing gear structure (such aslanding gear structure 18) includes flowing 402 liquid from an upperliquid chamber (such as upper liquid chamber 130) positioned above anupper bulkhead (such as upper bulkhead 122) within an upper tubularhousing (such as upper tubular housing 120) to a recoil chamber (such asrecoil chamber 180). During the flowing 402, the liquid may be preventedfrom passing from the recoil chamber to a pressure chamber (such aspressure chamber 150) that is defined between the upper bulkhead and alower bulkhead (such as lower bulkhead 142). The flowing 402 thus mayhave the effect of longitudinally translating a lower tubular housing(such as lower tubular housing 140) upward.

As schematically illustrated in dashed lines in FIG. 7, method 400 alsomay include the step of longitudinally translating 404 the upperbulkhead within the upper tubular housing from a lower position to anupper position, such that the longitudinally translating 404 causes theflowing 402. Additionally, and as illustrated in dashed lines in FIG. 7,the longitudinally translating 404 may include pressurizing 406 an upperbulkhead space (such as upper bulkhead space 127) between an upper plate(such as upper plate 126) of the upper bulkhead and an upper bulkheadrestriction structure (such as upper bulkhead restriction structure 134)that is fixed to the upper tubular housing.

Turning now to FIGS. 8-9, embodiments of the present disclosure may bedescribed in the context of an aircraft manufacturing and service method500 as shown in FIG. 8 and an aircraft 10 as shown in FIG. 9. Duringpre-production, exemplary method 500 may include specification anddesign 504 of the aircraft 10 and material procurement 506. Duringproduction, component and subassembly manufacturing 508 and systemintegration 510 of the aircraft 10 takes place. Thereafter, the aircraft10 may go through certification and delivery 512 in order to be placedin service 514. While in service, the aircraft 10 is scheduled forroutine maintenance and service 516 (which may also includemodification, reconfiguration, refurbishment, and so on).

Each of the processes of method 500 may be performed or carried out by asystem integrator, a third party, and/or an operator (e.g., a customer).For the purposes of this description, a system integrator may includewithout limitation any number of aircraft manufacturers and major-systemsubcontractors; a third party may include without limitation any numberof venders, subcontractors, and suppliers; and an operator may be anairline, leasing company, military entity, service organization, and soon.

As shown in FIG. 9, the aircraft 10 produced by exemplary method 500 mayinclude an airframe 518 with a plurality of systems 520 and an interior522. Examples of high-level systems 520 include one or more of apropulsion system 524, an electrical system 526, a hydraulic system 528,and an environmental system 530. Any number of other systems also may beincluded. Although an aerospace example is shown, the principles of theinventions disclosed herein may be applied to other industries, such asthe automotive industry.

Apparatus and methods disclosed herein may be employed during any one ormore of the stages of the production and service method 500. Forexample, components or subassemblies corresponding to production process508 may be fabricated or manufactured in a manner similar to componentsor subassemblies produced while the aircraft 10 is in service. Also, oneor more apparatus embodiments, method embodiments, or a combinationthereof may be utilized during the production stages 508 and 510, forexample, by substantially expediting assembly of or reducing the cost ofan aircraft 10. Similarly, one or more of apparatus embodiments, methodembodiments, or a combination thereof may be utilized while the aircraft10 is in service, for example and without limitation, to maintenance andservice 516.

Illustrative, non-exclusive examples of inventive subject matteraccording to the present disclosure are described in the followingenumerated paragraphs:

A. An aircraft landing gear structure, comprising:

a strut assembly having a longitudinal axis, wherein the strut assemblyis configured to transition between a compressed configuration in whichthe strut assembly has a compressed length when the strut assembly isfully weighted by an aircraft, an extended configuration in which thestrut assembly has an extended length when the strut assembly is notweighted by the aircraft, and a retracted configuration for stowage ofthe aircraft landing gear within an aircraft wheel well and in which thestrut assembly has a retracted length, wherein the compressed length andretracted length are less than the extended length, and wherein thestrut assembly comprises:

-   -   an upper tubular housing;    -   an upper bulkhead supported by the upper tubular housing and        configured to be selectively and longitudinally translated        between a lower position and an upper position, wherein the        upper bulkhead is in the lower position when the strut assembly        is in the compressed configuration and when the strut assembly        is in the extended configuration, and wherein the upper bulkhead        is in the upper position when the strut assembly is in the        retracted configuration;    -   a lower tubular housing operatively coupled to the upper tubular        housing and configured to be longitudinally translated relative        to the upper tubular housing;    -   a lower bulkhead supported by the lower tubular housing and        configured to be longitudinally translated between a compressed        position when the strut assembly is in the compressed        configuration and an extended position when the strut assembly        is in the extended configuration, wherein the lower bulkhead is        further configured to be selectively and longitudinally        translated to a retracted position when the strut assembly is in        the retracted configuration, and wherein a pressure chamber is        defined between the lower bulkhead and the upper bulkhead; and    -   a volume of strut liquid and a mass of strut gas positioned        within the pressure chamber, wherein the mass of strut gas has a        compressed pressure when the strut assembly is in the compressed        configuration, an extended pressure when the strut assembly is        in the extended configuration, and a retracted pressure when the        strut assembly is in the retracted configuration, and wherein        the compressed pressure is greater than the extended pressure        and the retracted pressure.

A1. The aircraft landing gear of paragraph A, further comprising:

an orifice plate positioned within the pressure chamber, wherein thestrut liquid passes through the orifice plate when the strut assemblytransitions between the compressed configuration and the extendedconfiguration.

A1.1. The aircraft landing gear of paragraph A1, wherein the orificeplate is fixed to the upper bulkhead.

A1.2. The aircraft landing gear of any of paragraphs A1-A1.1, furthercomprising:

a metering pin positioned within the pressure chamber and extendingthrough the orifice plate, wherein the metering pin is configured tometer a flow of the strut liquid through the orifice plate when thestrut assembly transitions between the compressed configuration and theextended configuration.

A1.2.1. The aircraft landing gear of paragraph A1.2, wherein themetering pin is fixed to the lower bulkhead.

A2. The aircraft landing gear of any of paragraphs A-A1.2.1, wherein theupper tubular housing is configured to be operatively and pivotallycoupled about a pivot axis within an aircraft wheel well, and whereinthe pivot axis is transverse to the longitudinal axis of the strutassembly.

A3. The aircraft landing gear of any of paragraphs A-A2, wherein one ofthe upper tubular housing and the lower tubular housing comprises anouter tubular housing, wherein the other of the upper tubular housingand the lower tubular housing comprises an inner tubular housing, andwherein the inner tubular housing extends within the outer tubularhousing.

A4. The aircraft landing gear of any of paragraphs A-A3, wherein atleast one of the upper tubular housing and the lower tubular housingdefines a recoil chamber, and wherein the strut assembly furthercomprises:

a recoil valve positioned between the pressure chamber and the recoilchamber, wherein the recoil valve is configured to regulate flow of thestrut liquid between the pressure chamber and the recoil chamber whenthe strut assembly transitions between the extended configuration andthe compressed configuration.

A4.1. The aircraft landing gear of paragraph A4, wherein the recoilvalve is further configured to selectively prevent flow of the strutliquid between the pressure chamber and the recoil chamber when thestrut assembly transitions between the extended configuration and theretracted configuration.

A4.2. The aircraft landing gear of any of paragraphs A4-A4.1 whendepending from paragraph A3, wherein the recoil chamber is definedbetween the outer tubular housing and the inner tubular housing.

A4.3. The aircraft landing gear of any of paragraphs A4-A4.2, whereinthe upper tubular housing defines an upper liquid chamber positionedabove the upper bulkhead, wherein the strut assembly further comprises aliquid conduit that fluidly connects the upper liquid chamber to therecoil chamber, wherein the strut liquid flows from the upper liquidchamber to the recoil chamber when the strut assembly transitions fromthe extended configuration to the retracted configuration, and whereinthe strut liquid flows from the recoil chamber to the upper liquidchamber when the strut assembly transitions from the retractedconfiguration to the extended configuration.

A4.3.1. The aircraft landing gear of paragraph A4.3, wherein the strutassembly further comprises an upper wall fixed within the upper tubularhousing, and wherein the upper liquid chamber is bound by the uppertubular housing, the upper wall, and the upper bulkhead.

A4.3.1.1. The aircraft landing gear of paragraph A4.3.1, wherein theupper bulkhead has an upper portion that extends through, within, and/oradjacent to the upper wall.

A4.3.1.1.1. The aircraft landing gear of paragraph A4.3.1.1, wherein theupper portion is hollow.

A4.3.2. The aircraft landing gear of any of paragraphs A4.3-A4.3.1.1.1,wherein the liquid conduit is external of the upper tubular housing andthe lower tubular housing.

A5. The aircraft landing gear of any of paragraphs A-A4.3.2, wherein thestrut assembly further comprises an upper bulkhead restriction structurefixed to the upper tubular housing and configured to restrictlongitudinal translation of the upper bulkhead and thereby define thelower position and the upper position of the upper bulkhead.

A5.1. The aircraft landing gear of paragraph A5,

wherein the upper bulkhead comprises a lower plate, an upper platelongitudinally spaced above the lower plate and defining an upperbulkhead space between the lower plate and the upper plate, and aconnecting structure extending between and fixed to the lower plate andthe upper plate;

wherein the connecting structure extends through the upper bulkheadrestriction structure; and

wherein the lower plate is distal to the upper bulkhead restrictionstructure and the upper plate is proximal to the upper bulkheadrestriction structure when the upper bulkhead is in the lower position,and wherein the lower plate is proximal to the upper bulkheadrestriction structure and the upper plate is distal to the upperbulkhead restriction structure when the upper bulkhead is in the upperposition.

A5.1.1. The aircraft landing gear of paragraph A5.1, wherein the strutassembly further comprises:

a hydraulic upper bulkhead control assembly operatively coupled to theupper tubular housing, wherein the hydraulic upper bulkhead controlassembly is configured to selectively pressurize with hydraulic fluidthe upper bulkhead space below the upper bulkhead restriction structureto selectively position the upper bulkhead in the lower position, andwherein the hydraulic upper bulkhead control assembly is configured toselectively pressurize with hydraulic fluid the upper bulkhead spaceabove the upper bulkhead restriction structure to selectively positionthe upper bulkhead in the upper position.

A5.1.2. The aircraft landing gear of any of paragraphs A5.1-A5.1.1,wherein the connecting structure is hollow.

A5.1.2.1. The aircraft landing gear of paragraph A5.1.2 when dependingfrom paragraph A4.3.1.1.1, wherein internal volumes of the connectingstructure and the upper portion are connected.

A6. The aircraft landing gear of any of paragraphs A-A5.1.2.1, whereinthe compressed pressure is 2-10, 2-8, 2-6, 2-4, 4-10, 4-8, 4-6, 6-10,6-8, or 8-10 times greater than the retracted pressure.

A7. The aircraft landing gear of any of paragraphs A-A6, wherein theretracted pressure is 1-4, 1-3, 1-2, 2-4, 2-3, or 3-4 times greater thanthe extended pressure.

A8. The aircraft landing gear of any of paragraphs A-A7, wherein theretracted pressure is in a range of 500-1500 psi, 500-1250 psi, 500-1000psi, 500-750 psi, 750-1500 psi, 750-1250 psi, 750-1000 psi, 1000-1500psi, 1000-1250 psi, or 1250-1500 psi, or is approximately 500 psi, 750psi, 1000 psi, 1250 psi, or 1500 psi.

A9. The aircraft landing gear of any of paragraphs A-A8, wherein theextended pressure is in a range of 0-1000 psi, 0-750 psi, 0-500 psi,0-250 psi, 250-1000 psi, 250-750 psi, 250-500 psi, 500-1000 psi, 500-750psi, or 750-1000 psi, or is approximately 250 psi, 500 psi, 750 psi, or1000 psi.

A10. The aircraft landing gear of any of paragraphs A-A9, wherein theextended length is 1.2-1.5 times greater than the retracted length.

A11. The aircraft landing gear of any of paragraphs A-A10, wherein adifference between the extended length and the retracted length is in arange of 10-25 inches, 10-20 inches, 10-15 inches, 15-25 inches, 15-20inches, or 20-25 inches.

A12. The aircraft landing gear of any of paragraphs A-A11, wherein theretracted length is less than the compressed length.

A13. The aircraft landing gear of any of paragraphs A-A12, furthercomprising:

a wheel assembly operably coupled to the lower tubular housing.

A14. An aircraft, comprising:

a fuselage;

a wing assembly operatively coupled to the fuselage, wherein one or moreof the fuselage and the wing assembly define one or more wheel wells;and

one or more of the aircraft landing gear of any of paragraphs A-A13operatively coupled to the one or more wheel wells.

A14.1. The use of the aircraft of paragraph A14 to transport personsand/or cargo.

A15. The use of the aircraft landing gear of any of paragraphs A-A13 onan aircraft.

B. A method of servicing the aircraft landing gear of any of paragraphsA5.1-A12 when depending from paragraph A4.3 and paragraph A5.1, themethod comprising:

with the upper bulkhead in the lower position:

-   -   filling the upper bulkhead space between the lower plate and the        upper bulkhead restriction structure with hydraulic fluid;    -   filling the pressure chamber, the recoil chamber, the upper        liquid chamber, and the liquid conduit with the strut liquid;    -   pressurizing the pressure chamber with the strut gas to the        extended pressure and thereby transitioning the strut assembly        to the extended configuration.

C. A method of retracting a strut assembly for stowing aircraft landinggear, the method comprising:

longitudinally translating an upper bulkhead within an upper tubularhousing from a lower position to an upper position.

C1. The method of paragraph C, wherein the longitudinally translatingcomprises pressurizing an upper bulkhead space between an upper plate ofthe upper bulkhead and an upper bulkhead restriction structure that isfixed to the upper tubular housing.

C2. The method of any of paragraphs C-C1, wherein the longitudinallytranslating the upper bulkhead comprises flowing liquid from an upperliquid chamber positioned above the upper bulkhead within the uppertubular housing to a recoil chamber, wherein during the flowing, theliquid is prevented from passing from the recoil chamber to a pressurechamber that is defined between the upper bulkhead and a lower bulkhead,thereby longitudinally translating a lower tubular housing upwardrelative to the upper tubular housing.

C3. The method of any of paragraphs C-C2, wherein the strut assembly isthe strut assembly of the aircraft landing gear of any of paragraphsA-A13.

D. A method of retracting a strut assembly for stowing aircraft landinggear, the method comprising:

flowing liquid from an upper liquid chamber positioned above an upperbulkhead within an upper tubular housing to a recoil chamber, whereinduring the flowing, the liquid is prevented from passing from the recoilchamber to a pressure chamber that is defined between the upper bulkheadand a lower bulkhead, thereby longitudinally translating a lower tubularhousing upward.

D1. The method of paragraph D, further comprising:

longitudinally translating the upper bulkhead within the upper tubularhousing from a lower position to an upper position, wherein thelongitudinally translating causes the flowing.

D1.1. The method of paragraph D1, wherein the longitudinally translatingthe upper bulkhead comprises pressurizing an upper bulkhead spacebetween an upper plate of the upper bulkhead and an upper bulkheadrestriction structure that is fixed to the upper tubular housing.

D2. The method of any of paragraphs D-D1.1, wherein the strut assemblyis the strut assembly of the aircraft landing gear of any of paragraphsA-A13.

As used herein, the terms “adapted” and “configured” mean that theelement, component, or other subject matter is designed and/or intendedto perform a given function. Thus, the use of the terms “adapted” and“configured” should not be construed to mean that a given element,component, or other subject matter is simply “capable of” performing agiven function but that the element, component, and/or other subjectmatter is specifically selected, created, implemented, utilized,programmed, and/or designed for the purpose of performing the function.It is also within the scope of the present disclosure that elements,components, and/or other recited subject matter that is recited as beingadapted to perform a particular function may additionally oralternatively be described as being configured to perform that function,and vice versa. Similarly, subject matter that is recited as beingconfigured to perform a particular function may additionally oralternatively be described as being operative to perform that function.

As used herein, the term “and/or” placed between a first entity and asecond entity means one of (1) the first entity, (2) the second entity,and (3) the first entity and the second entity. Multiple entries listedwith “and/or” should be construed in the same manner, i.e., “one ormore” of the entities so conjoined. Other entities optionally may bepresent other than the entities specifically identified by the “and/or”clause, whether related or unrelated to those entities specificallyidentified. Thus, as a non-limiting example, a reference to “A and/orB,” when used in conjunction with open-ended language such as“comprising,” may refer, in one embodiment, to A only (optionallyincluding entities other than B); in another embodiment, to B only(optionally including entities other than A); in yet another embodiment,to both A and B (optionally including other entities). These entitiesmay refer to elements, actions, structures, steps, operations, values,and the like.

The various disclosed elements of apparatuses and steps of methodsdisclosed herein are not required to all apparatuses and methodsaccording to the present disclosure, and the present disclosure includesall novel and non-obvious combinations and subcombinations of thevarious elements and steps disclosed herein. Moreover, one or more ofthe various elements and steps disclosed herein may define independentinventive subject matter that is separate and apart from the whole of adisclosed apparatus or method. Accordingly, such inventive subjectmatter is not required to be associated with the specific apparatusesand methods that are expressly disclosed herein, and such inventivesubject matter may find utility in apparatuses and/or methods that arenot expressly disclosed herein.

The invention claimed is:
 1. An aircraft landing gear, comprising: astrut assembly having a longitudinal axis, wherein the strut assembly isconfigured to transition between a compressed configuration in which thestrut assembly has a compressed length when the strut assembly is fullyweighted by an aircraft, an extended configuration in which the strutassembly has an extended length when the strut assembly is not weightedby the aircraft, and a retracted configuration for stowage of theaircraft landing gear within an aircraft wheel well and in which thestrut assembly has a retracted length, wherein the compressed length andretracted length are less than the extended length, and wherein thestrut assembly comprises: an upper tubular housing; an upper bulkheadsupported by the upper tubular housing and configured to be selectivelyand longitudinally translated between a lower position and an upperposition, wherein the upper bulkhead is in the lower position when thestrut assembly is in the compressed configuration and when the strutassembly is in the extended configuration, and wherein the upperbulkhead is in the upper position when the strut assembly is in theretracted configuration; a lower tubular housing operatively coupled tothe upper tubular housing and configured to be longitudinally translatedrelative to the upper tubular housing; a lower bulkhead supported by thelower tubular housing and configured to be longitudinally translatedbetween a compressed position when the strut assembly is in thecompressed configuration and an extended position when the strutassembly is in the extended configuration, wherein the lower bulkhead isfurther configured to be selectively and longitudinally translated to aretracted position when the strut assembly is in the retractedconfiguration, and wherein a pressure chamber is defined between thelower bulkhead and the upper bulkhead; and a volume of strut liquid anda mass of strut gas positioned within the pressure chamber, wherein themass of strut gas has a compressed pressure when the strut assembly isin the compressed configuration, an extended pressure when the strutassembly is in the extended configuration, and a retracted pressure whenthe strut assembly is in the retracted configuration, and wherein thecompressed pressure is greater than the extended pressure and theretracted pressure; wherein at least one of the upper tubular housingand the lower tubular housing defines a recoil chamber, wherein thestrut assembly further includes a recoil valve positioned between thepressure chamber and the recoil chamber, and wherein the recoil valve isconfigured to regulate flow of the strut liquid between the pressurechamber and the recoil chamber when the strut assembly transitionsbetween the extended configuration and the compressed configuration; andwherein the upper tubular housing defines an upper liquid chamberpositioned above the upper bulkhead, wherein the strut assembly furtherincludes a liquid conduit that fluidly connects the upper liquid chamberto the recoil chamber, wherein the strut liquid flows from the upperliquid chamber to the recoil chamber when the strut assembly transitionsfrom the extended configuration to the retracted configuration, andwherein the strut liquid flows from the recoil chamber to the upperliquid chamber when the strut assembly transitions from the retractedconfiguration to the extended configuration.
 2. The aircraft landinggear of claim 1, wherein the recoil valve is further configured toselectively prevent flow of the strut liquid between the pressurechamber and the recoil chamber when the strut assembly transitionsbetween the extended configuration and the retracted configuration. 3.The aircraft landing gear of claim 1, wherein the strut assembly furtherincludes an upper wall fixed within the upper tubular housing, andwherein the upper liquid chamber is bound by the upper tubular housing,the upper wall, and the upper bulkhead.
 4. The aircraft landing gear ofclaim 1, wherein one of the upper tubular housing and the lower tubularhousing includes an outer tubular housing, wherein the other of theupper tubular housing and the lower tubular housing includes an innertubular housing, wherein the inner tubular housing extends within theouter tubular housing, and wherein the recoil chamber is defined betweenthe outer tubular housing and the inner tubular housing.
 5. The aircraftlanding gear of claim 1, wherein the strut assembly further includes anupper bulkhead restriction structure fixed to the upper tubular housingand configured to restrict longitudinal translation of the upperbulkhead and thereby define the lower position and the upper position ofthe upper bulkhead.
 6. The aircraft landing gear of claim 5, wherein theupper bulkhead includes a lower plate, an upper plate longitudinallyspaced above the lower plate and defining an upper bulkhead spacebetween the lower plate and the upper plate, and a connecting structureextending between and fixed to the lower plate and the upper plate;wherein the connecting structure extends through the upper bulkheadrestriction structure; and wherein the lower plate is distal to theupper bulkhead restriction structure and the upper plate is proximal tothe upper bulkhead restriction structure when the upper bulkhead is inthe lower position, and wherein the lower plate is proximal to the upperbulkhead restriction structure and the upper plate is distal to theupper bulkhead restriction structure when the upper bulkhead is in theupper position.
 7. The aircraft landing gear of claim 6, wherein thestrut assembly further includes a hydraulic upper bulkhead controlassembly operatively coupled to the upper tubular housing, wherein thehydraulic upper bulkhead control assembly is configured to selectivelypressurize with hydraulic fluid the upper bulkhead space below the upperbulkhead restriction structure to selectively position the upperbulkhead in the lower position, and wherein the hydraulic upper bulkheadcontrol assembly is configured to selectively pressurize with hydraulicfluid the upper bulkhead space above the upper bulkhead restrictionstructure to selectively position the upper bulkhead in the upperposition.
 8. The aircraft landing gear of claim 1, wherein the strutassembly further includes an orifice plate positioned within thepressure chamber, wherein the strut liquid passes through the orificeplate when the strut assembly transitions between the compressedconfiguration and the extended configuration.
 9. The aircraft landinggear of claim 8, wherein the strut assembly further includes a meteringpin positioned within the pressure chamber and extending through theorifice plate, wherein the metering pin is configured to meter a flow ofthe strut liquid through the orifice plate when the strut assemblytransitions between the compressed configuration and the extendedconfiguration.
 10. The aircraft landing gear of claim 9, wherein themetering pin is a tapered metering pin.
 11. The aircraft landing gear ofclaim 9, wherein the metering pin is a perforated metering tube.
 12. Theaircraft landing gear of claim 1, wherein the upper tubular housing isconfigured to be operatively and pivotally coupled about a pivot axiswithin the aircraft wheel well, and wherein the pivot axis is transverseto the longitudinal axis of the strut assembly.
 13. The aircraft landinggear of claim 1, wherein the compressed pressure is 4-10 times greaterthan the retracted pressure.
 14. The aircraft landing gear of claim 1,wherein the extended length is 1.2-1.5 times greater than the retractedlength.
 15. An aircraft, comprising: a fuselage; a wing assemblyoperatively coupled to the fuselage, wherein at least one of thefuselage and the wing assembly define at least one wheel well; and atleast one of the aircraft landing gear of claim 1 operatively coupled tothe at least one wheel well.
 16. An aircraft landing gear, comprising: astrut assembly having a longitudinal axis, wherein the strut assembly isconfigured to transition between a compressed configuration in which thestrut assembly has a compressed length when the strut assembly is fullyweighted by an aircraft, an extended configuration in which the strutassembly has an extended length when the strut assembly is not weightedby the aircraft, and a retracted configuration for stowage of theaircraft landing gear within an aircraft wheel well and in which thestrut assembly has a retracted length, wherein the compressed length andretracted length are less than the extended length, and wherein thestrut assembly comprises: an upper tubular housing; an upper bulkheadsupported by the upper tubular housing and configured to be selectivelyand longitudinally translated between a lower position and an upperposition, wherein the upper bulkhead is in the lower position when thestrut assembly is in the compressed configuration and when the strutassembly is in the extended configuration, and wherein the upperbulkhead is in the upper position when the strut assembly is in theretracted configuration; a lower tubular housing operatively coupled tothe upper tubular housing and configured to be longitudinally translatedrelative to the upper tubular housing; a lower bulkhead supported by thelower tubular housing and configured to be longitudinally translatedbetween a compressed position when the strut assembly is in thecompressed configuration and an extended position when the strutassembly is in the extended configuration, wherein the lower bulkhead isfurther configured to be selectively and longitudinally translated to aretracted position when the strut assembly is in the retractedconfiguration, and wherein a pressure chamber is defined between thelower bulkhead and the upper bulkhead; and a volume of strut liquid anda mass of strut gas positioned within the pressure chamber, wherein themass of strut gas has a compressed pressure when the strut assembly isin the compressed configuration, an extended pressure when the strutassembly is in the extended configuration, and a retracted pressure whenthe strut assembly is in the retracted configuration, and wherein thecompressed pressure is greater than the extended pressure and theretracted pressure; wherein the strut assembly further includes an upperbulkhead restriction structure fixed to the upper tubular housing andconfigured to restrict longitudinal translation of the upper bulkheadand thereby define the lower position and the upper position of theupper bulkhead; wherein the upper bulkhead includes a lower plate, anupper plate longitudinally spaced above the lower plate and defining anupper bulkhead space between the lower plate and the upper plate, and aconnecting structure extending between and fixed to the lower plate andthe upper plate; wherein the connecting structure extends through theupper bulkhead restriction structure; and wherein the lower plate isdistal to the upper bulkhead restriction structure and the upper plateis proximal to the upper bulkhead restriction structure when the upperbulkhead is in the lower position, and wherein the lower plate isproximal to the upper bulkhead restriction structure and the upper plateis distal to the upper bulkhead restriction structure when the upperbulkhead is in the upper position.
 17. The aircraft landing gear ofclaim 16, wherein the strut assembly further includes a hydraulic upperbulkhead control assembly operatively coupled to the upper tubularhousing, wherein the hydraulic upper bulkhead control assembly isconfigured to selectively pressurize with hydraulic fluid the upperbulkhead space below the upper bulkhead restriction structure toselectively position the upper bulkhead in the lower position, andwherein the hydraulic upper bulkhead control assembly is configured toselectively pressurize with hydraulic fluid the upper bulkhead spaceabove the upper bulkhead restriction structure to selectively positionthe upper bulkhead in the upper position.
 18. The aircraft landing gearof claim 16, wherein at least one of the upper tubular housing and thelower tubular housing defines a recoil chamber, and wherein the strutassembly further includes a recoil valve positioned between the pressurechamber and the recoil chamber, wherein the recoil valve is configuredto regulate flow of the strut liquid between the pressure chamber andthe recoil chamber when the strut assembly transitions between theextended configuration and the compressed configuration.
 19. Theaircraft landing gear of claim 18, wherein the recoil valve is furtherconfigured to selectively prevent flow of the strut liquid between thepressure chamber and the recoil chamber when the strut assemblytransitions between the extended configuration and the retractedconfiguration.
 20. The aircraft landing gear of claim 18, wherein one ofthe upper tubular housing and the lower tubular housing includes anouter tubular housing, wherein the other of the upper tubular housingand the lower tubular housing includes an inner tubular housing, whereinthe inner tubular housing extends within the outer tubular housing, andwherein the recoil chamber is defined between the outer tubular housingand the inner tubular housing.
 21. The aircraft landing gear of claim16, wherein the strut assembly further includes an orifice platepositioned within the pressure chamber, wherein the strut liquid passesthrough the orifice plate when the strut assembly transitions betweenthe compressed configuration and the extended configuration.
 22. Theaircraft landing gear of claim 21, wherein the strut assembly furtherincludes a metering pin positioned within the pressure chamber andextending through the orifice plate, wherein the metering pin isconfigured to meter a flow of the strut liquid through the orifice platewhen the strut assembly transitions between the compressed configurationand the extended configuration.
 23. The aircraft landing gear of claim22, wherein the metering pin is a tapered metering pin.
 24. The aircraftlanding gear of claim 22, wherein the metering pin is a perforatedmetering tube.
 25. The aircraft landing gear of claim 16, wherein theupper tubular housing is configured to be operatively and pivotallycoupled about a pivot axis within an aircraft wheel well, and whereinthe pivot axis is transverse to the longitudinal axis of the strutassembly.
 26. The aircraft landing gear of claim 16, wherein thecompressed pressure is 4-10 times greater than the retracted pressure.27. The aircraft landing gear of claim 16, wherein the extended lengthis 1.2-1.5 times greater than the retracted length.
 28. An aircraft,comprising: a fuselage; a wing assembly operatively coupled to thefuselage, wherein at least one of the fuselage and the wing assemblydefine at least one wheel well; and at least one of the aircraft landinggear of claim 16 operatively coupled to the at least one wheel well.